Fluid-motor drill.



0. H1 PECK. FLUID MOTORDRILL.

'APPLICATION FILED MAR- 7, l9l2.

Patgnted Jamlfi, 1917.

4 SHEETS-SHEET I.

C. BECK. v FLUID MOTOR DRILL. APPLICATION HLE p MAR. 7. 1912.1,212,998.- Patented Jan.16,1917.

' 4 SHEETS-SHEET 2.

/ Q s g My I C. H. PECK.

FLUID MOTOR DRILL.

APPLICATION HLED M'AR. 7.4912.

Patented Jan. 16,1917.

4 SHEETS-SHEET. 3.

C. H. PECK.

FLUID MOTOR DRILL.

APPLICATION FILED MAR.7.19I2.

Patented Jan. 16, 1917;

K IIIIIII 4 SHEETS-SHEET 4.

. STATES CAID H. PECK, OF ATHENS, PENNSYLVANIA, ASSIGNOR TOINGERSOLL-RAN D COMPANY,

, OF NEW YORK, N. Y., A CORPORATION OF NEW JERSEY.

, 'rLn n-moron DRILL.

Specification of Letters Batent.

Application filed March '7, 1912; Serial No.'682,173.

To all whom it may concern:

Be it known that I, Can) H. PECK, of Athens, in the county of Bradford,and in the State of Pennsylvania, have invented a certain new and usefulImprovement in Fluid-Motor Drills, and do hereby declare that thefollowing is a full, clear, and exact description thereof. I

The object of my invention has been to provide a fluid motor drill, andparticularly a pneumatic drill, which shall have,

among others, the advantages of being light in weight, of smalldimensions, and of a comparatively small number of parts, and whichshall have other advantages, more particularly referred to hereinafter,and to such ends my invention consists of the fluid motor drillhereinafter specified.

\Vhile my invention is capable of embodiment in many different forms,for the pur pose of illustration I have shown only one form thereof inthe accompanying draw.- ings, in which Figure 1 is a vertical section of'a drill made in accordance with my invention; Fig. 2'is a horizontalsection of the same; Fig. 3 is a plan view of a tool used for detachingthe plates used for holding the connecting rods attached to the pistons;Fig.4 is a plan view of one of said plates; Fig. 5 is a sectional viewshowing the valve arrangements; Fig. 6 is a horizontal sectional view ofone of the valves; Fig. 7 is a horizontal section of the same taken inanother position; Fig. 8 is a vertical section of one of the valvesshowing two of the cylinders also partly in section; Fig. 9 is avertical section through the inlet ports; and Fig. 10 is a diagramshowing the operation of the engine.

In the accompanying drawings, I have illustrated one embodiment of myinvenpistons drive a double crank shaft, the

cylinders being arranged in two pairs substantially at right angles toeach other so as to avoid a dead center, and the drill being driven fromsaid crank shaft. illustrated embodiment, I provide a main casing 1,having upper and lower cylinders 2 and 2 in the same radial plane, andhaving a similar pair of cylinders 3 and 3 respectively, in a radialplane substantially at right angles to the first mentioned pair. Pistonsin these cylinders drive a double crank shaft 5, which is journaled inupper and lower bearings 6 and 7, the latter being preferably of theball type and being preferably clamped between-the main casing l,

in which the cylinders are formed, and. a

crank shaft casing 8.

Each cylinder contains a single-acting piston 9 having a sphericalsocket 10 in which is seated a ball ,1]. on one end of a connecting rod12 whose opposite end engages one of the cranks. The ball llis heldinits socket 10 as by a split washer 13, the latter being sprung into agroove 1% within the trunk piston. For convenience, the washer may beprovided with holes 15 on each side of the split, which may be engagedby the prong 16 of a tool like a pair of pliers, which is shown in Fig.3, so that by means of said tool the said holes may be forced towardeach other and the washer contracted so as to free it from the grooveand piston. As the pressure of the air forces the piston toward the rodon the outer stroke and the pressure of the rod forces the piston backon the iii-stroke, the tendency is always to force the rod and pistontogether and thus to force the ball into its socket so that the simplesplit washer fastening admirably serves its purpose.

In order to enable the connecting rods from the two cylinders at thesame level to engage the same crank, and especially to make aconstruction in which no parts can work loose, and one which shall besimple, the following construction is provided: Each connecting rod 12is provided with a sleeve 12*, which is preferably formed of one pieceand integral with the connecting rod. Each sleeve is preferably slottedto provide two.

Patented Jan. 16, 1917.

In the separated rings 12 and 12, respectively, s0 Y i that the rings ofthe two connecting rods en- BEST AVAILABLE gaging the same crank-pin maybe placed alternately with one ring of each sleeve occupying the slot ofthe corresponding sleeve. This arrangement permits a wide bearing of thesleeves along the crank-pin, and yet permits that the two connectingrods shall be substantially opposite the center of the crank-pin. Asteel liner or bushing, 12 is placed within the sleeves which surround 1the single crank-pin, such liner having the some length as thecrank-pin, and a series ct rollers 12 is placed between the crankpin andthe liner thus forming an effective roller hearing. The crank-cheeks 12on the 15' rear or center side of the crank-pin are wide enougl'i tooverlie the connecting rods and the liner and to prevent theirdisplacement along the era k-pin. The rollers are put in place through.a hole 12 formed in the crank, such hole being normally closed a screw12". A wire 12, or other form 6 lock, en

gages the screws and prevents their turning after they had been properlyscrewed home. The said wire is sprung into holes drilled in each of thesaid screws in assembling the cranks and their yokes {formed by theirrings) on the crank-shaft, x are first worked along over the shaft fromone end thereof to the 3e proper crank-pin, and then the rollers areafterward put in place, after which the screws 12 are screwed home andare fastened by the wire 12. I prefer to make the screws long enough sothat they will pro 55; ject through the eranlrcheeks, and then to grindthem oil? flush with such cheeks in order that they may form a smoothbearing for the ends of the rollers as they pass around.

4.6 t will seen that the construction of my connecting rods with thecrankshaft is exceedingly simple and yet very eflicient. here is no pertto come loose, the parts are very simple to manufacture, and yet thehearings are long and of ample area.

The line of division between the crank shaft cup 8 and the main casingmay take any direction so long as it passes through the crank-shaftbearings. By making a division through such bearings it is onlynecessary to remove the said cap in order'to be able to take not onlythe crank-shaft outof its bearings, but all of the connecting rods andtheir pistons, and this without any further disassembling than takingoil" such cranleshzgft cup. This construction is a very great advantagefor purposes of cleaning and repairing and also makes it unnecessary toprovide removable cylinder-heads for the ing the end of the cylindersopposite the crank-shaft.

The method which I have illustrated, of

cylinders, there being no necessity for opem cap and easing are formedparts of an an,- gular boss 29, which, in this instance, s threaded andupon which is screwed a cap '30. At the lower end of the crank-shaft-agear-case or cap 31 is bolted to the casing sembled and be carriedrwitthe shaft in taking the shaft out of theorising, I provide the up r endof the'ffirank-shaft with a nut 32 w 'ch overlies the inner ball race ofthe upper bearin and on the lower end of the crank-shaft that itoverlies the lower ballrace, the pinion being held on to the crank-shaftby a screw 34 (and of course's key). The usual handle 35 may be screwedinto the crankshaft cap.

It has been one of my objects to make ava'lve gearing which is exceedin13' simple and efficient. The vdlves, as ilustrated, consist each of ncylindrical plug 36,-iheving a inion 37 formed. on its lower end', the

valve ody being seated in a bushing 38 end forming a journl both foritself and for the pinion. The pinion bears against the lower end of thebushing, and the-lower end of the valve-body bears against the'gearcase31, so that to put the valve-body and pinion in place it is onlynecessary to drop the valve-body into the bushing and secure thegear-case in place. The upper-end of the bore in which the bushing andvalve are seated is closed as byfa ca') 39. Motion is transmitted to thepinions'3 from the crank pinion 33 by a gear 4O mounted on the drill.spindle, as later d ibed. Each bushing has a groove 41 in it outerperiphery whic is in communication with. live air duct 42 from thethrottle. The said groove '41 is cut' through the bushin at one point toform a live air port 43, t at communicates alternately with live airgrooves'44 and 45 110,

formed in the periphery of the valve-body. The groove 44 extendsvtro'mthe live air port downward tocarry live air to the port 46 of thelower cylinder of the pair, for in-( stance, the cylinder 3".v Thegroove 45 extends upward to carr live air to the port 45 of the uppercylin er of the pair, for instance, the cylinder 3. For the purposes ofexhaust, upper and lower orts 48 and 49 are cut through the valve-b0 yto communicate with :In interior bore, the air escaping from such boreto the upper end 50 of the bore in i which the bushing and valve-bodyare seated, and thence by; duct 51,, which communicates with the upperport 54 from the 126 throttle valve. I .1

The cylinders have piston exhaust ports 51 which open from the sideofeach cylinder into the space inclosed by-the casing,

and air exhausted through suchports esform the pinion 33 so 80 capesfrom the casing through holes 51 and preferably under hoods 51 which d1-rects the air downward toward the throttle.

In-the operation of my valve, the live air in the groove 41 passesthrough the live air port ready to enter the grooves 44 or &5 in thevalve-body as the valve rotates. The groove 44:, when communicating wlththe port e3, carries live air to the port 47 of the upper cylinder,forcing the piston forward. At the same time the port 49 connects withthe port %6 of the lower cyl1nder, allowing exhaust through the port nthe interior of the body of the valve, the air escaping through the port51 and through the throttle valve. The continued rotation of the valvebrings the groove 45 into com-- munication with the port 43, and carrieslive air to the port 46 of the lower cylinder, at the same timepermitting the upper cylinder to exhaust through the port 48. The pistonport 51 is uncovered by each piston as it approaches the end of itsstroke, and most of the exhaust occurs through such ports, the trappedair only being exhausted through the ports 46 and 47, and the ports 4.8and 49 in the valve; The air passing through the piston ports 51 expandsinto the valve casing, cooling thecasmg and then passesout through theopenings 51 and beneath the hoods 51 to the outer atmosphere.

It will be observed that the live air groove $1 in the bushing is formedin its outer periphery and that such groove only communicates with thevalve-body through the live air port, whichextends but a small fractionof the way around the circumference of the valve'body. This constructionreduces to a minimum the leakage between the valve-body and the bushing.In previous constructions the live air groove in "the bushing has beenon the inner periphery of the bushing, and leakage. therefore, hasoccurred throughout the entire circumference of the valve-body, leakageflowing toward whichever cylinder may be exhausting at one time or theother. This is a very sub stantial advantage of my valves.

In order to control the supplyof air to the valves. and to enable thedrill to be readily reversed in motion. 1 provide a throttle and handlemechanism as follows: A valve stem 52 is fitted in a sleeve 01' boreformed in the casing 1 and is provided .with an'upper duct 54- and alower duct 55.'

.the valve stem forming a port 57 while the a passage 5 forms acorrcspoinling and oppositc port 58; the hose connection having theusual slave therein. is screwed on the outer end of the valvestcm andcommuni cates with a central passage '60 in such stem, such passageopening through the periphery of the valve-stem by ports 61 and 62,which are respectively adjacent to the ports '57 and 58. A rotatablevalve sleeve 63 is journaled 0n the valve-stem, preferably on a may beeffected between the ports 61 and 57 or between the ports 62 and 58,according tov the position of the sleeve 63 upon its journal. Whencommunication is efiectedbetween the ports 6land 57, the drill is drivennormally forwardin the manner previously described. \Vhen, however, thesleeve 63 is rotated to a position in which its by-pass affordscommunication between the ports 62 and 58, then the live air passesthrough what are normally the exhaust ducts, namely, the ducts 56 and51, into the interior of the valve and the ports -18 and 49 then becomethe live air ports of the valve while the ports 44 and 45 act as exhaustports and send the exhaust air through the groove 41 and duct 42 to thepassage 55, and thence out through the port 57 to the atmosphere.

In order to control the movements ofthe sleeve 63, so as to make thesame drill 1 formed two holes 52 and 52 in the valvestem 52, in orderthat a pin 52 may be driven into either of said holes to limit therotatable movements of the sleeve 63, by striking shoulders formed onthe said sleeve. I preferably form the said shoulders by milling awaythe forward edge of the said sleeve for approximately the distance of asemi-circle, as shown at 63*. The said shoulders and the said pin-holesare so formed, relatively to each other, that when the pin ,is driven inthe hole 52 the throttle sleeve in one extreme position has its by-pass66 in com-- munication with-the live air port 57, and in the otherextreme position. incommunication with the exhaust port 58, thusenabling the drill to be reversed by throwing the sleeve into either ofthe two said positions. When the pin is in the hole 52 the extremepositions of the sleeve are ones in which the bypass is not incommunication with either port, the by-pass only in an inter mediateposition being in communication with the-live air port 57. the pinpreventing the bypass from being thrown into communication withthe'exhaust port at all. This simple and convenient construction enablesmy drill to be manufactured in large change necessa -versible ornon-reversible drills,

I in one or the ot er holes 52 or 52". It will thus be seen that simplyby rotating the valve-sleeve 63 from one position to 3. diametricallyopposite one, rny'drill can be caused to rotate backward.

My drill, although reversible, has the unusual quality of beingpractically as powerful when running backward as itis when runningforward. In order to illustrate this, I have shown in Fig. 10 adiagrammatic representation or" the cycle taklng place in the engine,when it is running forward. The piston, when the machine is runningright-handed, takes live air for 1 20 degrees of the crank revolution.The live air port then closes and the air expands for about 25 degrees,after which the cylinder or piston exhaust 51 exhausts for approximately(55 degrees of the crank revolution. Most of the air is exhausted atthis time and what remains and is trapped escapes through the ports 46,i7, 48 and elf) and passes to the throttle, the said ports remainingopen to the end of the stroke.

When the machine is reversed the diagram is exactly the opposite and thema chine is practically as strong as when moving forward orright-hauled, except for the fact that during the 25 degrees of thecrank revolution, when expansion occurred on the forward rotation,compression occurs on the reverse rotation. It will be understood thatthe valve diagram can be largely varied and 7 that the one illustratedis onlv to be taken as typical, the advantage gained being by the use ofthe cylinder exhaust port 51 in its relation with the other parts.

The manner in which the drill spindle, which carries the drill, ismounted in my said machine and in which it is driven, is as follows: Thegear case 31 is provided with a sleeve (37 preferably having a bushing68 therein, which bushing forms the sole jourml for the drill spindle orchuck 69. The said drill spindle is formed with a shoulder 70 at itsupper end, on which is seated the lower race 71, of a bal bearing whoseupper race 72 rests against the lower end of screw in the bore.

. spindle is provided with studs 78 a hollow screw 73. The said screw isprovided with a cylindrical portion 74 which is received in a bore in,,the main ('asin and which has a flange 75 that is adapted toover-lieand rest against the casing, a key 76 being provided toprevent-rotation of the The shank of the screw 73 is preferably extendeddownward in the form of a sleeve 77, which extends withih the upper endof the drill spindle. The drill which are carried on a disk orspider-arm 79 on the drill spindle, the said studs having pinions 8Ojournaled thereon. These pinions mesh witlrteeth forming a, pinion 81 ona sleeve 82 which is secured -to and preferably in tegral with the gear40 before mentioned, by which motion is communicated from the crankpinion 33 to the valve pinions. The lower end of the gear case ispreferably provided with a stufiing-box 83,50 that the gear case, and,if esired, the entire casing of the drill, may he lied with oil.

The screw 7 3 isengaged by an internally threaded sleeve 84, having nearits upper end a hand-wheel 85, and also having a hardened center 86screwed into the upper end of said sleeve. The said center 86 ispreferably provided with a long shank which is threaded for somedistance below its hardened point so that thesllank may be screwed outbeyond the sleei'e and thus lengthen the height of the hardened centerabove the drill, if desired. The shank of. the center 86 is alsopreferably extended downward, through the hollow screw, and into thedrill socket 87 of the drill spindle so that, when the sleeve 84 isscrewed to its lowest position, the said shank will strike the butt endof the drill and loosen it in the socket.

\ The operation of the drill carrying and driving mechanism is asfollows: The crank shaft rotates the crank pinion 33, which rotates thegear 40, causing the pinion 81. to

rotate the pinions 80. and these latter are thus caused to travel likeplanets around the axis of the drill spindle, carrying the spider armsor disk 79 and thus rotating the drill spindle at a reduced rate ofsieed. \V hen it is desired to feed the drill forward, or in otherwords, to force it into the work, the hand-wheel is rotated in such away as to unscrew the sleeve 84 on the screw 73 and thus to cause saidsleeve to rise (so to speak) and to carry uppcrward with it the hardenedcenter 86, this operation causes the screw 73 to be forced downward andby its pressure on the ball-race to force the drill spindle downward. a

It will be observed that my drill spindle is controlled entirely by thesingle journal bearing formed in the sleeve 67, its thrust being takenby the ball-hearing". This means ;that it is only necessary to form asingle journal-bearing to contain and guide nrv drill spindle and thatthe difiicult operation of forming two journal hearings exactly in linewith each other, and especially two such hearings in two separate parts,is avoided. It will also be observed my drill is directly communicatedto the screw feed mechanismland is not transmitted to the casing andtherefore does not strain such casing. It will also he observed that thegearing for reducing thespeed of the crank-shaft to that of th' drill'is exceed ingly simple g'a nd that the same geuiling or to state itdifferently.

that the thrust of serves to drive the valves. It is further to he notedthat alh-the gearing may be ancovered by simply removing the gear-caseand that then each part of such gearing and both valves may be taken outwithout unfastening any more parts, It will also he noted that myarrangement of crankshaft bearings and gearing is compact; that mymachine has a relatively small height and can be gotten into crampedplaces, which are inaccessible to largerdrills, and yet that thevertical reach ofmy drill can be increased, if desired, by simplyunscrewing the center 86 so as to cause it to project higher than thesleeve 84. This decrease in vertical dimensions results in acorresponding decrease in. the weight of the machine.

A further advantage of the illustrated embodiment of my invention may bementioned as follows: The causing of the exhaust air to escape into thecentral casing cools the entire drill and tends to prevent theconsiderable rise in temperature, which would otherwise occur;

I claim:

1. In a fluid pressure engine the combination of a casing, acrank-shafthaving bearings therein, a plurality of sets of cylindersradiating from said crank-shaft, and pistons having connections withsaid crankshaft, said casing being divided substantially through saidbearings, said casing having a cap inclosing the ends of the dividedcasing.

2. In a fluid pressure engine, the combination of a casing, acrank-shaft havin hearings'therein, a plurality of sets of cy inders insaid casing radiating from said vcrankshaft, said sets forming an angleto'each other, and pistons having connections with said crank-shaft,said casing being divided through said bearings arid across said Inedianline of said angle, said casing having a cap inclosing the ends of thedivided casing.

3. In a fluid pressure engine, the combination of a casing, a crankshafthaving bearings therein, a plurality of cylinders in said- -casingradiating from said crank-shaft and forming an angle with each other,and pistons and connections with said crank-shaft, said casing having adivision substantially through said hearings and outside of said angle,said casing having a cap inclosing the ends of the divided casing.

, t. In a fluid pressure engine, the combina-- tion of a casing, acrank-shaft having bean ings therein, a plurality of cylinders in saidcasing radiating from said crank-shaft and. forming an angle with eachother, and Ipistons and connections with said crank-shaft, said casingbeing divided'on a line through said hearings and substantia ly perpendicular to the median line of said anglev said casing having a capinclosing the ends of the divided casing.

5. In a fluid pressure engine, the combina tion of a divided casing, 21crank-shaft hav ing bearings therein, cylinders in said cas ingradiating from said crank-shaft and-at an angle to each other, said.casing having a cap covering said crank-shaft bearings and inclosing theends of the divided casing.

6. In a fluid pressure engine, the combination of a divided casing, acrank shaft havpassing ing bearings therein, cylinders in said casingradiating from said crank shaft and at an angle to each other, saidcasing having a cap inclosing the ends of the divided casing.

7. In a fluid pressure en no, the combine tion of a casing, a crank saft having bear ings therein, cylinders in said casing ra diating fromsaid crank shaft and at an angle to each other, said casing having acapcovering said crank shaft bearings and also acting as a gear case.

8. In a fluid pressure engine, the combination of a divided casing, acrank shaft having bearings therein c linders in said 63w ing radiatingfrom sai crank shaft and at an angle to each other, said casing having acap covering said crank shaft bearings and also acting as a gear case,said casing havin another cap covering bearingsof sald cranli shaft andinclosing the ends of the divided casing.

In testimony that I claim the foregoing I have hereunto set my hand.CAID H. PECK. Witnesses J PAUL J. MoOAR'rHY, L. M. SAIIhh

